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No. 572,781. Patented D sc. 8, 1896.

j lNVENTOR.

|s Firms :0. PHOTO-UTHO" WASH UNITED STATES PATE T OFFICE.

EDWIN H. IVI-IITNEY, OF EAST PROVIDENCE, RHODE ISLAND, ASSIGNOR TO THEAMERICAN SHIP WINDLASS COMPANY, OF PROVIDENCE, RIIODE ISLAND. I

SHIPS WINDLASIS.

SPECIFICATION forming part of Letters ZPatent No. 572,781, datedDecember 8 1896.

Application filed June 17, J 892.

To all whom it may concern.-

Be it known that I, EDWIN H. WHITNEY, of East Providence, in the countyof Providence and State of Rhode Island, have invented certain new anduseful Improvements in Ship-WVindlasses; and I do hereby declare thatthe following specification, taken in con-' nection with the drawingsfurnished and forming a part thereof, is a clear, true, and

I0 complete description of my invention. 7

My said improvements relate to what are known as steam-windlasses, andto that particular class wherein the power is afforded by double enginesand communicated to the Windlass by means of a combined crank and wormshaft and a Worm-gear, an instance of which was disclosed in UnitedStates Patent to Winter and Manton, May 1, 1883, No. 276,988, and withthe entire organization mounted upon a bed-plate, as disclosed in thepatent to F. S. Manton, July 2, 1889, No. 406,144. In the said LettersPatent of WVin- I ter and Manton one complete organization was disclosedembodying upright engines,

and, in addition thereto, a modification was shown and described whereinthe engines were inverted and power communicated therefrom to theworm-gear on the Windlass-shaft by means of a combined crank and worm oshaft, the latter being beneath the worm-gear. No windlasses of thislatter type have been constructed prior to my present invention, theengines having been upright and coupled to an overhead crank shaft,which, being 5 combined with the worm-shaft, overlies the worm-gear onthe Windlass-shaft. With these upright engines a reversing valve isemployed, and heretofore said valves have been organized as separate anddistinct structures 0 mounted upon the bed-plate adjacent to thecylinders, and hence they were heretofore not adapted for use withinverted engines; but I have now so organized the cylinders and thereversing-valve that the latter is not only used with inverted engines,but it also serves asa reliable tie-brace for the two cylinders, thusenabling the power to be communicated to the Windlass by means of acombined crank and worm shaft closely adjacent to the bed-plate, and tothereby economize in Serial No. 437,066. (No model.)

head-space and to avoid the heavyupwardlyextended supporting-standardsor hearingblocks heretofore required, as well as to reduce vibration toa minimum, and, moreover, to enable the location of all of the workingmechanism in positions readily accessible for observation, adjustment,and repairs. With the combined crank and worm shaft so organiz d withrelation to the Worm-gear on the wind ass-shaftand the engines, thebearings for said shaft need be elevated but little above the bed-plate,and with the Worm located beneath the worm-gear and with the cranksbeneath the inverted vertical engines I am also enabled to mount theWorm-shaftin bearings which are closely adjacent to the worm andlongitudinally adjustable on the bed-plate; also, to utilize a part ofsaid plate as a lubricating-reservoir for the gearing and otherportions, as crank-pits, for the engines; also, to so locate thebalance-wheel on the crank-shaft that it is readily accessible as ameans for turning the shaft or the Windlass as during repairs, and whensteam cannot be applied to the engines. I am also enabled to thoroughlyinclose the Worm-gear in a pro tecting casing. The engines beinginverted and the crank-shaft closely adjacent to the bed-plate, thevertical framing of the engines need be no heavier than is necessary'forproperly supporting the cylinders and withstandin g the complex strainsincident to the Working movements of their pistons, and no over: headbracing is needed for the engines, because, as hereinbefore indicated,instead of mounting the reversing-valve on thebed-plate, as heretofore,I havenow so devised the valve and its connections with the cylindersthat it serves as a reliable tie-brace to the two cylinders, and it socooperates with their supporting-standards as to reduce the liability oftwisting vibrations to a minimum, while the controlling or hand lever onthe-reversingvalve is now or may be located quite as conveniently to thehand of the operator and with reference to the brake levers of theWindlass as in any of the prior organizations.

My invention consists in certain details in construction andorganization, and after fully describing the same in connection with thedrawings the features deemed novel will be duly specified in the severalclauses of claim hereunto annexed.

Referring to the drawings, Figure l illustrates one of my improvedsteam-Windlasses in one of its approved forms, the same being shownpartially in front elevation and partially in longitudinal verticalsection. Fig. 2 illustrates in plan view the bed-plate complete.Fig.3illustratesinpartialcross-section the worm-gear on theWindlass-shaft, its locking-head, the worm, its shaft, and the casingfor the gear. Fig.4 illustrates in plan View the worm, its shaft, itsadjustable bearings, and a portion of the bed-plate.

in section and with the casing for the wormgear partially removed. Fig.6, in lateral section, illustrates the two cylinders and thereversing-valve coupled thereto, as in Fig. 1. Fig. 7,, in lateralsection, illustrates a more compact organization of the reversing-valvewith the two cylinders.

Referring to Fig. 1, it is to be understood that although the Windlasshere shown is of a special class, devised with reference to use onwar-ships and adapted to work with four anchor-cables and withsteel-wire h-awsers, my improvements are equally applicable to smallermachines.

The Windlass-shaft A is carried in bearings on four suitable bits orpillow-blocks a a a a each bolted to the bed-plate B, whereon suitableseats, as at aflin each instance, are provided.

The shaft A loosely carries four Wildcats C O O 0 which are rotativelycoupled to the shaft by means .of driving and locking heads D, keyed tosaid shaft and detachably coupled with the Wildcats by means oflockinggear, as heretofore disclosed in United States Letters Patent No.403,356. Each wildcat has its own friction brake-band 1'), controlled bymeans of .a lever when applied to a brakesocket Z7, as heretofore, saidsockets having seats on the bed-plate at 6 Below each wildcat there is adeck-pipe 0, these being constructed as disclosed in United StatesLetters Patent to Manton, No. 197,041. At the ends of the Windlass-shaftthereare drums or gipsy ends E, which are large and straightface'd toadapt them for use with wire hawsers.

Near the middle of the Windlass-shaft there is a beveled gear F, whichmeshes with a beveled pinion F on a vertical shaft F which, althoughbroken away, is to be understood as extended upward through an overlyingdeck and carrying a capstan as is usual with combined steam-capstans andwindlasses. The shaft F has its step on top of the bit a the rearportion of which, having its seat on the bed-plate at a serves as apawl-bit, on which the pawls are carried, as indicated in dotted linesin Fig. 5, for engaging with the toothed periphery of an integralextension of the back of the gear F, said pawls being controlled fordisengagement by means of a hand- Fig. 5 illustrates 1 the Windlass,partly in end view and partly lever at, so applied to the lower pawl ofthe set that when this is lifted it will cause the several pawls to besequentially lifted from the ratchet-teeth after the manner disclosed inF. S. Mantons patent, No. 197,039.

Power is communicated to the Windlassshaft between the bits to and a bymeans of a worm-gear G, as shown in Fig. 3, loosely mounted on the hubof a driving-head G, which is keyed to the shaft and is rotativelycoupled to the gear by means of block-keys e, occupying appropriateregistering mortises in the head and gear, as heretofore patented. Belowthe worm-gear is a worm H, this and the gear G being of theAlbro-Hindley type, the worm being machine-cut, double threaded, andconc'aved longitudinally or from end to end in conformity with theperiphery of the gear, this construction and organization resulting inmuch economy in power and enabling proportionately greater speed to beattained, which is animportant consideration in the working ofship-windlasses.

The worm H is mounted upon a combined worm and crank shaft I, which liesbut little above the bed-plate B, and, as shown in Figs.

at and 5, it is provided adjacent to the worm,

threaded holes in appropriate lugs on thebed-plate and abutting againstthe ends of the bearing-blocks.

On the shaft I, between the ends of the worm and the inner ends of thebearings, there are loose disks or flat rings 9, some of which arecomposed of bronze, which alternate with others composed of steel, sothat the end thrust of the shaft is borne by said disks with a minimumof friction, and the adjustable bearings not only provide for the takingup of wear between the disks, but also for accurately adjusting the wormto the worm-gear.

The worm-gear is completely inclosed by a casing h, constructed insections for convenience in application, thus protecting the gearin gfrom abrasive matter, and maintaining the lubricant in better conditionthan when exposed.

The bed-plate B is, for convenience in handling, preferably constructedin three parts, divided on lines at right angles to the windlass-shaft,and with the central section longer than either of the otherst-o afforda base ati for the engines K, crank-pits being formed in the bed-plateat t" beneath the outer portion of the worm-shaft I,which is also acrankshaft,havingan end bearing at i on the bedplate. The outerbearingat $218 upon a standard shown to be integral with the bed-plate,

but this standard has so little height that even if it was madeseparately and properly bolted to the bed-plate there would be little orno possibilty of the crank-shaft being vibrated,.although I prefer. theintegral construction. The recessing of the bed-plate to form crankpitsenables the worm and crank shaft I to be located so near the surface ofthe bed-plate as to render objectionable vibrations practicallyimpossible. I

The reversible double engine K is vertical and inverted, its cylinders kit being supported by flanged standards k, which are bolted to thebed-plate and afford guides for the piston-rods, but being whollyindependent of the crank-shaft the latter can impart no vibrations, itsbearings being wholly upon the bed-plate.

At the outer end of the shaft I there is a counterwei ghted balance-wheel Z, having sui table radial mortises Z in its periphery, so thatthe shaft may be readily rotated by means of handspikes, as isfrequently important.

The admission and exhaust of steam to and from the cylinders arecontrolled by the reversing-valve M, which is attached to both cylindersat one side in such a manner as to operate as a reliable tie-brace, asagainst torsional strains incident to the operations of the pistons andpitmen.

As shown in Figs. 1 and 6, the reversingvalve M is coupled to the twocylinders by oppositely-projecting lateral pipes m, strongly bolted tothe cylinder-castings, and also by a flanged central section m, whichoverlaps or covers the parting-joint between the two cylinders. Thevertically-sliding valve-piston n has a downwardly-projecting rod n, towhich is coupled a hand-lever 02 provided with a segmental notchedlocking-plate and a handlatch, in a manner well known. A steam-pipeconnection with the valve M is provided for at m and an exhaust-pipeconnection at m as indicated in Fig. 1, the steamjoints of which arereadily maintained intact, because of the freedom of the cylinders fromvibration.

In Fig. 7 the reversing-valve M is less complex in its structure, and isbolted across the parting-line between the two cylinders, the castingsof which are chambered, as at m m to perform duty as ducts,corresponding to that of the lateral pipes m, in the other instance, butin both cases the valve as a whole operates as an efficient tie-bracefor the cylinders.

It will be seen that the weight and bulk of metal in the matter ofengine-standards and in bearing-blocks or bits for the worm and claim asnew and desire to secure by Letters Patent 1. The combination with aship-Windlass, having on its shaft appropriate Wildcats, locking-geardriving-heads, and a worm-gear with its driving-head, of a pair ofinverted vertical engines, mounted on a bed-plate common to theWindlass, and a combined worm-shaft and crank-shaft, mounted in bearingsclosely adjacent to the surface of the bed-plate, the worm on said shaftbeing beneath the worm-gear, and the cranks being beneath the engines,the bed-plate being recessed for afiording crank-pits for the engines,substantially as described.

2. The combination with the worm-gear of a ship-Windlass, and a pair ofinverted vertical engines, of a worm beneath the wormgear, and acombined worm and crank shaft, provided withlongitudinally-adjustablebearings adjacent to the worm, substantially asdescribed.

3. The combination with the worm-gear of a ship-Windlass, of a wormbeneath the gear, a pair of inverted vertical engines, and areversing-valve attached to the sides of the cylinders, and overlappingthe parting-line between the two cylinders, substantially as described.

4. In a ship-Windlass, the combination with the worm-gear on theWindlass-shaft, of a double-threaded worm which is below the gear, andlongitudinally conforms to the periphery thereof, a worm-shaft, havinglongitudinally-adjustable bearings, both movable toward each other, andfriction-disks onsaid shaft, interposed between the worm and saidbearings, substantially as described.

5. In a ship-Windlass, the combination with the worm-gear on theWindlass-shaft, of a scribed.

EDWIN I-I. WHITNEY.

Witnesses:

GILMAN E. J OPP, GURTIs E. HILL.

IIO

